JP2013092152A - Combustion enhancement system and method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a plasma ignition device including a fuel supply system.SOLUTION: An ignition device 300 includes: a housing having a first part and a second part; a first electrically conductive surface; and a second electrically conductive surface spaced from the first electrically conductive surface to form a discharge gap 306. A fuel supply provides fuel or air/fuel mixture to the discharge gap 306. A controller provides an electrical pulse between the first conductive surface and second conductive surface that dissociates fuel or air/fuel mixture passing through the discharge gap. A method includes steps of: locating the ignition device so that the discharge gap is in direct communication with a combustion region; and dissociating at least one of fuel, air/fuel mixture or combustible fuel mixture with the discharge gap.

Description

CROSS REFERENCE TO RELATED APPLICATIONS This application includes the advantages of US Provisional Application No. 60/210243, filed June 8, 2000, which is earlier, and is hereby incorporated by reference in its entirety. Part of it.

  Since hydrogen promotes complete combustion, adding hydrogen to the fuel is said to run the engine cleaner. This is the case with Heywood, JB's “Internal Combustion Engine Fundamentals” (McGraw Hill, 773-774, 1988), Das, LM's “Hydrogen Engines; view of the past and a look into the future ”(Int. J. Hydrogen Energy, vol. 15, P.425, 1990), DeLuchi, MA,“ Hydrogen; fuel storage, performance, safety against environmental impacts, and “Hydrogen; and evaluation of fuel storage, performance, safety environmental impacts, and cost” ”(Int. J. Hydrogen Energy, vol. 14, p. 81, 1989). The problem with these examples is that they do not clearly teach how to effectively generate hydrogen in a compact device. Store hydrogen in-vehicle because high pressure containers, or low temperature containers when hydrogen is stored as compressed gas or liquid, and large containers when hydrogen is stored as hydride Another method has not been put into practical use.

Several techniques for generating hydrogen in the vehicle are used. One of these approaches is that of Munday, JF (as described in US Pat. No. 5,143,025 entitled “Hydrogen and Oxygen System for Producing Fuel Engines”). Electrolysis is used, that is, water molecules are decomposed into hydrogen and oxygen and hydrogen is introduced into the internal combustion engine. However, the amount of hydrogen generated by electrolysis is an order of magnitude less than that of the plasma apparatus. By supplying an electric current to the carbon electrode, hydrogen is generated in the mounted state by the interaction between the solid carbon and water. This is described in US Pat. No. 5,159,900 entitled “Methods and Means of Generating Gas from Water for use as a Fuel” by Dammann, WA. Here, carbon is oxidized to produce CO and H ₂ . This method is not put into practical use because a large current is required in a short period. Alternatively, US Pat. No. 5,207,185 entitled “Emissions Reduction System for Internal Combustion Engines” by Greiner, L. and Moard, DM uses burners to provide other hydrocarbon fuels. To improve some, hydrogen is generated using part of the hydrocarbon fuel. The hydrogen is then mixed with the hydrocarbon fuel for introduction into the internal combustion engine. A more practical approach comes from Breshears et al. (Breshears, R., Cotrill, H. and Rupe, T. “Partial Hydrogen Injection into Internal Combustion Engines” (Proc .EPS 1 ^st Symp. On Low Plooution Power Systems Development, Ann Arbor, MI, 1973)). They suggest directing a portion of the gasoline from the flow path to the engine and passing it through a heat exchanger where the steam is modified to produce a highly hydrogen-containing gas.

A technique for generating hydrogen in an on-vehicle state for increasing the fuel concentration of an internal combustion engine has been developed. This technique, as described in the text below, is a relatively small plasmatron (wine bottle size) to facilitate the conversion of hydrocarbon fuels to highly hydrogen-containing gases without the use of a catalyst. Is used. Rabinovich, A., Cohn, DR and Bromberg, L., “Plasmatron Internal Combustion Engine System for Vehicle Pollution Reduction” (Int. J Vehicle Design, vol.15, P.234, 1995), Cohn, DR, Rabinovich, A., and Titus, CH “In-vehicle plasmatron-type hydrogen generators for ultra-low pollution vehicles with internal combustion engines ( Onboard Plasmatron Operation Generation of Hydrogen for Extremely Low Emission Vehicles with Internal Combustion Engine ”(Int. J. Vehicle Design, Vol.17, p.550, 1996), Cohn, DR, Rabinovich, A., Titus, CH and Bromberg , L. “Near Term Possibilities for Extremely Low Emission Vehicles using On-Board Plasmatron Generation of Hydrogen” (Int. J. Hydrogen Energy, vol.22, p.715, 1997), Cohn, DR, Rabinovich, A., and Titus, which is a CH "high responsiveness of the plasma fuel converter system (Rapid Response Plasma Fuel Converter Systems)" (U.S. Pat. No. 5,887,554). The internal combustion engine is coupled to receive a highly hydrogen containing gas from the plasmatron. The plasmatron generates plasma by heating an electrically conductive gas by arc discharge, high frequency induction discharge, or microwave discharge. In the plasmatron plasma, at a temperature of 5000K to 10000K, the reaction rate for partial oxidation of hydrocarbons and air to a highly hydrogen-containing gas increases. “Compact plasmatron-boosted hydrogen generation technology for vehicular application” by Bromberg, L., Cohn, D., Rabinovich, A, .Sama, J., Viroler, J. ) "(Inter. Journal of Hydrogen Energy, vol.24, pp.341-350, 1990), the process is as follows.
_{2C n H m + nO 2 +} 4nN 2 → 2nCO + mH 2 + 4nN 2 (1)
Here, m and n are the number of carbon atoms and hydrogen atoms in the hydrocarbon molecule, respectively.

  Plasmatrons are very attractive as one of many ways to generate highly hydrogen-containing gases for vehicles. Plasmatrons can be used in starting a vehicle because they can produce a highly hydrogen-containing gas almost instantaneously. Over the drive cycle, rapid changes in the flow of highly hydrogen-containing gas are adjusted by changing plasmatron parameters such as energy, input value, flow rate, product gas composition, and the like. Plasmatrons have advantages in vehicle applications, but their practical use has been abandoned due to their size.

  The present invention provides a system for conveying fuel via an ignition source. The system of the present invention provides an ignition source using a plasma ignition device. A plasma igniter having a device for delivering fuel to an ignition source has a device for decomposing fuel or air and a fuel (air / fuel) mixture, thereby improving the combustion cycle. The present invention makes improvements by affecting the physical structure of the air / fuel mixture entering the chamber of the combustion chamber. The present invention provides a fuel delivery system for decomposing fuel in a fuel chamber. The present invention can decompose a fuel or air / fuel mixture to improve the quality of the fuel for combustion. Fuel decomposition involves hydrogenation of the fuel or air / fuel mixture. The present invention can decompose the fuel and ignite the fuel. The fuel decomposition and ignition in the system of the present invention is performed by a single ignition source. The single ignition source is a high energy ignition source, which can generate and move plasma in a short period of time. Furthermore, the present invention provides a fuel delivery system that can finely control the quality and quantity of the fuel / air mixture supplied to the combustion chamber. The present invention provides a direct injection fuel system in which a single component is used to decompose and ignite a fuel, air / fuel mixture, or combustible mixture. Furthermore, the present invention provides a system that requires less fuel feed space within the engine compartment.

  In one preferred embodiment, the present invention provides a fuel delivery system. The system includes an ignition device proximate to the combustion zone. The igniter has a first conductive surface spaced from the second conductive surface, which forms a gap that leads directly to the combustion region. The fuel supply provides at least a portion of the fuel or air / fuel mixture to the gap. The controller provides at least one electrical pulse between the first conductive surface and the second conductive surface, thereby decomposing at least a portion of the fuel or air / fuel mixture passing through the discharge gap.

  In another embodiment, the present invention provides a fuel delivery system. The system includes an ignition device proximate to the combustion region. The ignition device has a housing and a first conductive surface spaced from the second conductive surface, and a discharge gap is formed by these surfaces. The second conductive surface has a second length. The shorter of the first length and the second length is the discharge gap length. The shortest distance between the first conductive surface and the second conductive surface is the discharge gap width. The ratio of the discharge gap width to the discharge gap length is greater than 3: 1. The control device provides at least one electrical pulse between the first conductive surface and the second conductive surface.

  In another embodiment of the invention, a fuel delivery system is provided. The fuel delivery system includes an ignition device proximate to the combustion zone. The igniter has a first conductive surface spaced from a second conductive surface, which forms a discharge gap that leads directly to the combustion region. The discharge gap has a start region and the insulator has a surface exposed to the discharge gap that provides at least a portion of the start region. The insulator has at least a portion of the surface exposed to the discharge gap. The fuel supply provides at least a portion of the fuel or air / fuel mixture to the discharge gap. A control device is provided in the system.

  In another embodiment, the present invention provides a fuel delivery system. The system includes an ignition device coupled to the combustion region. An ignition device includes a housing having a first portion and a second portion disposed along a central longitudinal axis, an electrode having a first conductive surface extending along the central axis and proximate to the second portion of the housing, and the housing A second conductive surface proximate to and spaced from the first conductive surface to form a discharge gap, and a fuel supply for providing at least a portion of the fuel or air / fuel mixture to the discharge gap And have. The system has a controller that provides at least one electrical pulse between the first conductive surface and the second conductive surface.

  In another embodiment, an igniter includes a housing having a first portion and a second portion, a first conductive surface proximate to the second portion of the housing, and proximate to the second portion of the housing and from the first conductive surface. A second conductive surface spaced apart to form a discharge gap. The discharge gap has a discharge start region. The fluid passage extends between the first portion and the second portion, and the fluid passage communicates with the discharge gap. The insulator has a surface that is exposed to the discharge gap.

  In another embodiment, an igniter includes a housing having a first portion and a second portion, a first conductive surface proximate to the second portion of the housing and having a first length, and spaced from the first conductive surface. And a second conductive surface forming a discharge gap. The second conductive surface has a second length. The shorter one of the first length and the second length is the discharge gap length. The shortest distance between the first conductive surface and the second conductive surface is the discharge gap width, and the ratio of the discharge gap width to the discharge gap length is greater than about 3 to about 1. A fluid passage extends between the first portion and the second portion. The fluid passage communicates with the discharge gap.

  In a preferred embodiment, the present invention provides an ignition device. The igniter includes a housing having a first portion and a second portion disposed along a central axis. The electrode extends along a central longitudinal axis and has a first surface proximate to the second portion of the housing and a second conductive surface proximate to the second portion of the housing and spaced from the first conductive surface to form a discharge gap. Have A fluid passage extends between the first and second portions, the fluid passage being spaced from the longitudinal axis and through the discharge gap.

  In another preferred embodiment, the present invention provides a fuel cracking method for a combustion system. The combustion system includes an ignition having a combustion region, a fuel supply coupled in operative relationship with the combustion region, and a first conductive surface and a second conductive surface spaced from the first conductive surface to form a discharge gap. Device. The method includes the steps of positioning the igniter so that the discharge gap directly leads to the combustion region, and decomposing at least a portion of the fuel or air / fuel mixture by the discharge gap.

  In a preferred embodiment, the present invention provides a method for ionizing at least a portion of a fuel or air / fuel mixture for a combustion system. The combustion system includes an ignition having a combustion region, a fuel supply coupled in operative relationship with the combustion region, and a first conductive surface and a second conductive surface spaced from the first conductive surface to form a discharge gap. Device. The method includes the steps of positioning the ignition device such that the discharge gap communicates directly with the combustion region, and ionizing the fluid in the discharge gap.

  In a preferred embodiment, the present invention provides a combustion zone by an apparatus having at least one central electrode disposed along a longitudinal axis and a discharge gap formed between at least one central electrode and another electrode. A method for igniting at least one of an internal fuel or an air / fuel mixture is provided. The discharge gap is arranged around the central electrode. The method includes spraying at least a portion of the fuel or air / fuel mixture into the discharge gap, and at least a portion of the fuel or air / fuel mixture is combusted and radially outward relative to the longitudinal axis. Generating at least one electrical pulse across the discharge gap to be fired.

  In a preferred embodiment, the present invention provides a method for igniting at least a portion of a fuel or air / fuel mixture in a combustion system. The combustion system includes a combustion region, a fuel supplier that is operatively connected to the combustion region, and an igniter that has a first conductive surface and a second conductive surface spaced from the first conductive surface. The method includes flowing electrical pulses of a first voltage and a first current through a first conductive surface and a second conductive surface, the first conductive surface having a first length, and the second conductive surface being a first conductive surface. The shorter of the first length and the second length defines the discharge gap length, the shortest distance between the first conductive surface and the second conductive surface defines the discharge gap width, The ratio of the discharge gap width to the discharge gap length is greater than 3: 1. The method also causes a second current pulse to flow between the discharge gaps with a second current that is equal to or less than the first voltage and equal to or greater than the first current.

  The accompanying drawings illustrate embodiments of the invention, together with the general description given above and the detailed description given below, and are incorporated in and constitute a part of this specification and are used to explain the features of the invention. Is done.

1 shows a cross-sectional view of a preferred embodiment apparatus of the present invention for decomposing fuel and igniting a highly hydrogen containing combustible mixture. 1 illustrates a combustion enhancement system according to a preferred embodiment of the present invention. It is an enlarged view for description of the fuel concentration process shown in FIG. FIG. 2 is a schematic diagram of the hydrogen concentration / ignition device of FIG. 1 in conjunction with a control circuit that operates the hydrogen concentration / ignition device.

  1 and 2 are preferred embodiments of the combustion enhancement system. As shown in FIG. 2, the combustion enhancement system includes a fuel feed system 100 including an engine 200, an ignition device 300, 400, a control unit 500, and a fuel supply 600. The fuel supply 600 receives pressure. In this state, the fuel or air / fuel mixture can be sucked. The engine 200 is 2-stroke or 4-stroke gasoline or diesel. Engine 200 may be a 2-stroke or 4-stroke direct injection gasoline engine or a diesel engine. When used in diesel, the system is hydrogen enriched to enhance combustion. The system operates in conjunction with a combustion region, i.e., a combustion chamber 210 of a cylinder of engine 200 in this embodiment. The combustion region is preferably located entirely within the combustion chamber, but in any region where combustion is required, for example in a ramjet, waste oil incinerator, jet engine, or any equivalent where combustion is required. There may be.

  The combustion zone or chamber 210 has at least one ignition device 300 that is controlled by the controller 500. Controller 500 is preferably provided with a programmable computer that receives the detected values to determine at least one ignition or fuel delivery plan for engine 200. This feed plan involves the decomposition of fuel or a fuel and air (air / fuel) mixture by one igniter and at least part of the mixture by another igniter 400 substantially or essentially simultaneously. Including igniting. Preferably, the controller 500 controls the single igniter 300 to decompose the fuel or air / fuel mixture sent to the igniter 300 into a highly hydrogen-containing mixture, and this highly hydrogen-containing mixture. The air is mixed with additional air / fuel mixture, thereby providing a combustible mixture that is ignited by the same igniter 300.

  The ignition device 300 is supplied with at least fuel or an air-fuel (air / fuel) mixture by the fuel supplier 600. The igniter can perform decomposition, ignition, or both decomposition and ignition. Here, the fuel supplier 600 includes a pump 610 that sucks fuel from the fuel tank 620 and supplies the fuel to the ignition device 300. Alternatively, the fuel supplier 600 can supply the ignition device 300 with compressed air or a mixture of compressed air / uncompressed air and fuel to decompose and / or burn the combustible mixture. The fuel is delivered to the combustion region through the same igniter 300 or by delivering fuel to the igniter 300 from any point in the combustion region, for example, by injecting fuel across the combustion region. It is done. The fuel may be a hydrocarbon type fuel or other combustible material including materials that contain an oxidizer as part of the physical structure. Preferably, the fuel is gasoline or natural gas for a spark ignition internal combustion engine.

  The ignition device 300 is disposed on the proximal end side of the combustion region. The igniter 300 is located at the proximal end of the combustion chamber so that operation of the igniter 300 affects the state of the fuel or air / fuel mixture entering the combustion chamber. Preferably, the ignition device 300 is disposed on the proximal side of the combustion chamber, for example, by integral connection or mechanically connected to the cylinder head of the engine 200 by, for example, a threaded connection 380. In FIG. 1, the ignition device 300 has a housing with a first casing 350 connected to a second casing 352, for example, these two casings have a high temperature and high pressure seal 354 disposed between the two casings. In the state, they are connected by a mechanical connector such as a bolt 361. The casing may be disposed asymmetrically along the axis. Here, the axis is a line along the longitudinal axis AA or a line on the longitudinal axis AA. Preferably, the casing is arranged symmetrically about an axis that is axis AA or not axis AA.

  A portion of the second casing 352 constitutes an electrode or first conductive surface 302. The first conductive surface 302 has a helical screw 380 that meshes with a corresponding thread formed on the cylinder head, which provides an electrical ground that is connected to the igniter 300. Preferably, the first conductive surface and the second conductive surface are operatively connected to the coaxial cable and provide electrical ground or current return. An insulator 340, preferably an electrical insulator, is disposed within the housing and a central electrode or second conductive surface 304 extends through the insulator 340. The central electrode is disposed parallel to the central axis along the central axis AA, or is disposed on a portion of the central axis. Note that the central electrode or second conductive surface 304 may be disposed coaxially with the first conductive surface 302 and one or more central electrodes may be disposed about the central axis AA of the ignition device 300. Alternatively, one, two or more electrodes may be arranged with various offsets relative to the central axis AA. In addition, each electrode may have a plurality of rods extending from each electrode.

  Insulator 340 is shown with a circumferentially extending protrusion 342, but there remains sufficient clearance between insulator 340 and the housing to allow fuel to flow from port 356 to discharge gap 306. In this case, the ignition device 300 may be formed without such a protrusion.

  As shown in FIGS. 1 and 3, the first conductive surface 302 is spaced from the second conductive surface 304 to form a discharge gap 306. The discharge gap 306 leads directly to the combustion region. In particular, the discharge gap 306 and the combustion chamber are oriented so that any medium in the discharge gap 306 can flow through the outlet of the discharge gap 306 to the combustion chamber without any mechanical limitations, such as a check valve. Is done. However, an intermediate passage or chamber may be provided between the discharge gap 306 and the combustion chamber. The discharge gap 306 has a discharge start region around the general area 309, and this discharge start region is the region having the lowest breakdown resistance between the conductive surfaces. The discharge start region around the general area 309 is formed in an arbitrary region between the first conductive surface 302, the surface of the insulator 340, and the second conductive surface 304. In some examples, the exposed surface of the insulator 340 constitutes at least a portion of the discharge initiation region around the general area 309.

  Port 356 is coupled to one of the first casing and the second casing. Port 356 allows fuel from fuel supply 600 to communicate with discharge gap 306. Port 356 has an inlet portion 360 on the casing. The inlet portion is coupled to a fuel supply 600, such as a fuel injector. Thus, the fuel supply 600 is fluidly connected to the discharge gap 306 via the fluid passage 358 to convey the fuel 359. Although the fluid passages are shown as being generally symmetrical, the fluid passages may be offset with respect to the central axis AA. Further, the fluid passage 358 may be disposed on the central portion along the central axis AA.

  At least a portion 309 of the insulator 340 is a porous material material so that it can be in fluid communication with the discharge gap 306. Insulator 340 may comprise a semiconductor material or a dielectric material. Insulator 340 preferably comprises a polarizable ceramic, but another material such as molded alumina, workable glass ceramics, stabilized zirconia, refractory cement, or magnetic ceramic is used as or as part of insulator 340. Also good. Preferably, the conductive surface which is the surface of the electrode is steel, clad metal, platinum-plated steel, platinum, copper, inconel, molybdenum or tungsten. Alternatively, the conductive surface may be a high temperature permanent magnet material.

  In order to use energy effectively and increase the durability of the material, the dimensional parameter relationship between the conductive surface and the insulator 340 is important. Parameters relating to these dimensions are “discharge gap length” and “discharge gap width”. Here, the “discharge gap length” is defined as the length of one or more conductive surfaces having the shortest length in the direction extending from the discharge start region around the general area 309 toward the outlet of the discharge gap 306. Is done. The direction of the discharge gap length and the discharge gap width is defined with respect to an axis that is parallel or transverse to the longitudinal axis AA of one or both conductive surfaces.

  For example, in the preferred embodiment shown in FIG. 3, the first length l1 of the first conductive surface 302 extending from the discharge initiation region around the general area 309 toward the outlet in parallel along the longitudinal axis AA is initially Is measured. Then, the second length l2 of the second conductive surface 304 extending from the discharge start region around the general area 309 toward the outlet is measured. The shorter one of the two lengths l1 and l2 is defined as the “discharge gap length”.

  On the other hand, the “discharge gap width” is the shortest distance among the distances between the first conductive surface 302 and the second conductive surface 304.

  In some cases, the ratio of “discharge gap width” to “discharge gap length” is greater than about 3 to about 1 (˜3: ˜1), and the maximum value of the ratio of discharge gap width to discharge gap length is About three.

FIG. 4 is a schematic diagram illustrating the operating principle of an igniter 300 that ignites injected fuel or a fuel / air mixture provided through a plug. Fuel 640 is provided to the discharge gap 306 via the passage 358 as described above. At least one electrical pulse of relatively low energy is delivered to one of the two conductive surfaces. Preferably, the electrical pulse is a series of pulses having a high number of repetitions, the number of repetitions being at least an order of magnitude greater than the number of combustion cycles in which engine 200 operates. Then, plasma is generated in the discharge gap 306 during the high voltage destruction process of the gaseous mixture. The position of the region where gas breakdown occurs first is referred to as the discharge start region around the general area 309. In many cases, an ionized mixture or plasma is generated in the vicinity of the surface of the insulator 340 by applying a short electrical pulse of low energy. The current flowing in the plasma generates a current in the ignition electrode configuration. This current generates a magnetic field that generates a Lorentz force in the current flowing through the discharge space. This force is sufficient to move the plasma. Preferably, the plasma 312 moves from the discharge start region around the general area 309 toward the outlet of the discharge gap 306 by the action of Lorentz force. As the plasma 312 moves to the end of the electrode (ie, toward the combustion region), the plasma separates the gaseous mixture and produces hydrogen molecules (H ₂ ) and carbon monoxide molecules (CO). Both these molecules are generated in the plasma from the fuel molecules by the chemical formula (1). In order to make this hydrogen concentration step effective, the current pulse by the plasma 312 is sufficient to maintain the plasma 312 away from the outlet of the discharge gap 306 in the first and second conductive surfaces 304. Shortened and repeated many times.

  In FIG. 1, a high-pressure fuel injection device (not shown) is connected to a fuel injection line in the ignition device 300. The insulator 340 is configured so that a sufficient gap is formed between the insulator 340 and the outer electrode in order to allow the fuel 359 to flow. A second casing 352 that forms part of the first conductive surface 302 is hermetically sealed to the insulator 340. The second casing 352 is attached to the first casing and sealed with at least one high temperature / high pressure seal. The fuel 359 moves between the first conductive surface 302 and the insulator 340 and flows into the free space between the central electrode and the outer electrode at the end of the insulator 340.

  Returning to FIG. 3, when the fuel 359 reaches the free space 311 between the electrodes (at the end of the insulator), discharge between the electrodes is initiated by a high voltage pulse flowing from the pulse generator 510 of the controller to the central electrode. The In certain situations, this discharge is first performed along the surface of the insulator 340. Lorentz force and thermal force cause the plasma 312 to propagate away from the discharge start region of the general area 309. During the discharge propagation between the electrodes, the current flowing in the discharge initiation region around the general area 309 ionizes the fuel or fuel / air mixture and generates a large amount of plasma 312a. In order to increase the production of hydrogen in the discharge gap 306, the energy delivered to the plasma 312 does not cause ionization to the extent that is typical of the igniter 300 used to cause combustion, but rather decomposes. Controlled to prompt.

  This is achieved by reducing the energy of the electrical pulse. Plasma parameters such as temperature, volume and velocity are controlled by modifying at least one of the voltage, current and frequency of at least one electrical pulse. This allows the system to be optimized with a high degree of freedom as a function of the amount of fuel injected and the amount of hydrogen generated when the system operates as a hydrogen generator. Further parameters for system optimization include the relationship between the discharge gap width “w” between the electrodes and the discharge gap length “l” (where “l” is the shorter of “l1” and “l2”). It is done. These parameters allow the plasma velocity to be controlled by controlling at least one of electrical energy or electrical pulse width.

The ignition device 300 described above is operated in two separate modes as part of the fuel delivery system.
MODEI
In MODEI, the ignition device 300 functions as a fuel injection device and a hydrogen generation device. In order to burn the fuel or air / fuel mixture, the system requires a second igniter, such as igniter 400, to perform the ignition function.
MODEII
In MODE II, the system functions as a hydrogen generator and an igniter of the fuel or air / fuel mixture in the fuel chamber. When operating as a hydrogen generator, the system operates with electrical pulses of low energy and high repetition rate. The number of these pulses depends on the amount of injected fuel required and the time from when the pulse rises at time t _f of the pulse until the electrical pulse ignites at time t _i . If t _i > t _f , a high energy electrical pulse is provided by the additional pulse generator at the ignition time t _f . The system can be optimized for the number of low energy, high frequency electrical pulses, electrical energy delivered per pulse, and the amount of fuel delivered by a fuel injector (not shown).

In some cases, an igniter 300 operating in MODE II has a sufficient amount of fuel or fuel / air mixture flowing through the spark plug with high electrical energy delivered to the igniter 300 (˜300 mJ). Sometimes it works with a single pulse. Such large electrical pulses are needed to form a plasma 312 that ignites the combustible mixture. It is preferable that the above-described decomposition forms a condition with a high hydrogen concentration, which generates a highly hydrogen-containing fuel for combustion and a mixture of air and fuel. The high hydrogen concentration plasma 312 is combusted and accelerated toward the combustion chamber. The plasma 312 in this state determines the limit of the ratio of the electric pulse energy to the length of the discharge gap 306 between the electrodes. Such a state is represented by the fact that the discharge current does not extend more than 1/3 of the length of the electrode from the discharge start region around the general area 309 of the discharge gap 306. For example, if the electrode length is about 3 mm, the gap width is 1.2 mm, and the average velocity of the plasma moving through the discharge gap 306 is 3 × 10 ⁴ cm per second, the pulse will exceed 3 microseconds. There is no.

FIG. 4 shows a simplified schematic diagram of a controller 500 having a dual energy device for operating the ignition device 300 in MODEI or MODEII. The dual energy device preferably has an ignition control device, a multi-channel timer Tr ₁ , a fast switch Esw, two diodes, four capacitors, and one resistor, as shown in a simplified schematic form. , One dielectric is required. These components may be integrated into a single component, may be divided into separate subcomponents, or may be divided into circuits that accomplish the functions described with respect to the system. In MODEI, capacitors C3 and C4 and dielectric L1 are part of a separate ignition system for second igniter 400, which is a mobile spark igniter (TSI) described in US Pat. Nos. 5,704,321 and 6,131,542. And these patents are hereby incorporated by reference in their entirety.

In MODE II, the electronic timer Tr ₁ provides a signal for closing the electronic switch (Esw) with an adjustable delay time after the stop signal, which is a capacitor charged with a voltage V _s via a diode D _1. connecting the C ₃ and C ₄ in the center electrode. These capacitors provide an electrical pulse with a low voltage, high current and 10-20 times greater energy than that provided by capacitors C ₁ and C ₂ to ignite the combustion mixture in the combustion chamber. . By using this circuit, pulses with low energy and high repetition rate are provided to the ignition device. This low energy and high repetition rate pulse is preferably the first current and the second current, the voltage for the first current is greater than the voltage for the second current, and the first current is greater than the second current. Is also small. Here, the first current and the second current can be adjusted so that one of the fuel or the air / fuel mixture decomposes without burning.

The role of capacitors C ₁ and C ₂ is to increase the energy supplied by the ignition coil. Resistor R matches the time constant of discharge from capacitors C ₁ and C _{2 with} the travel time of plasma 312 between discharge gaps 306 when the distance covered by plasma 312 is approximately 約 of the electrode length. Inductor L matches the discharge time constants of capacitors C ₃ and C _{4 to} the duration of plasma 312 movement in igniter 300 over a distance equal to the length of the electrode (from the surface of insulator 340 to the end of the electrode). As used.

The electronic timer Tr ₁ is used to provide a time for the low energy discharge to provide time for the fuel or fuel / air mixture to reach the surface 341 of the insulator 340 where electrical breakdown occurs, or generally to the discharge initiation region shown at 309. An engine controller (not shown) that injects fuel or a fuel / air mixture from the fuel injector at or before time is started. The fuel injection period is controlled by the timer Tr ₁ and this period is equal to or shorter than the entire period of all low energy pulses before an electrical pulse for ignition is sent.

  A schematic of a preferred electrical circuit used in this system is shown in FIG. A discharge ignition device, which is a part of the control device 500 and has a low inductance and a high capacitance, is connected to the central electrode 18 via the diode D2. The outer electrode is grounded. Typically, the power supply providing a voltage of about 500V includes a large capacitor C4 (preferably C = 2 to 3 μF) and a small capacitor C3 (preferably C = 0.2 to 0.3 μF). Charge. Both capacitors are connected to the central electrode via an electronic switch and a diode D1. The diode D2 prevents the current of the power supply from reaching the ignition device, and the diode D1 causes the high voltage from the ignition coil of the ignition control device to reach all capacitors C1, C2, C3, C4 and the power supply source. To prevent.

  Alternatively, the diode D1 may be changed to an inductor (L1), and the high voltage diode D2 may be changed to an air gap with a peaking capacitor. The air gap is adjusted so that the peak capacitor can be charged with a sufficiently high voltage to cause breakdown between the electrodes of the spark plug along the surface of the insulator 340 (eg, ceramic).

  The controller circuit 510 provides pulses of lower energy at a higher repetition rate than conventional ignition circuits. Preferably, the number of repetitions of the circuit 510 is TSI (US Pat. Nos. 5,704,321 and 6,131,542, and “IGNITION SYSTEM FOR STRATIFIED FUEL MIXTURES” filed on June 16, 2000). In the international patent application PCT / US00 / 16747 entitled “The patent, which is hereby incorporated by reference,” is at least 10 times higher than the ignition circuit.

Returning to FIG. 4, the electronic switch (Sw) disconnects the capacitors C3 and C4 from the electrical line leading to the central electrode, and at some time t _i to generate a stronger discharge in the igniter 300 and the combustion mixture. Capacitors C3 and C4 can be connected to this electrical line for ignition (ie, in MODEI operation). In MODEI operation, the switch is normally open. This switch, for example a plasma switch or a clitron switch, can preferably withstand currents up to 500-1000A and can withstand up to about 10 ⁹ life cycles.

  An electrical pulse is required to initiate the flow from the fuel supply 600 to the fuel injector and to open the valve of the fuel injector (not shown), the fuel injector as schematically shown in FIG. Are attached to the ignition device 300. These electric pulses are synchronized with the start pulse of the control device 500 that starts the ignition of the ignition device 300. This synchronization is performed by an electrical pulse that triggers the control device 500 triggering an electrical pulse to the fuel injector. The controller start pulse causes the fuel or fuel / air mixture from the fuel injector to reach a region around the insulator surface of the igniter 300 before destruction of the high voltage pulse arrived from the controller high voltage coil. Thus, it is delayed by τ with respect to the fuel injector start pulse. The delay time τ is set for each specific fuel injection device and ignition system so that the system performs best. This set point is determined by monitoring the performance of the internal combustion engine using a dynamometer map or other detection results while measuring the operating state of a particular engine or vehicle.

  Although the invention has been disclosed with reference to specific embodiments, many modifications, changes and variations may be made to the above-described embodiments without departing from the scope and scope of the invention as defined in the claims. be able to. Therefore, the present invention is not limited to the above-described embodiments, but includes the entire scope defined by the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 100 Fuel feed system 200 Engine 300,400 Ignition device 500 Control unit 600 Fuel supply device

Claims (78)

An igniter proximate to the combustion region, having a first conductive surface spaced from the second conductive surface, wherein the surface forms a discharge gap directly leading to the combustion region;
A fuel supply for providing at least one of fuel or air / fuel mixture to the discharge gap;
Providing at least one electrical pulse between the first conductive surface and the second conductive surface, whereby at least a portion of at least one of the fuel or air / fuel mixture passing through the discharge gap is decomposed. And a control device.   The system of claim 1, wherein the combustion zone comprises an internal combustion engine cylinder.   The system of claim 1, wherein hydrogen is generated by at least one electrical pulse that decomposes at least one of the fuel or air / fuel mixture.   The at least one electric pulse comprises at least one first electric pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electric pulse for igniting the combustible mixture. The system of claim 1.   The system of claim 4, wherein the at least one second electrical pulse is provided by another ignition device. The ignition device includes a casing having a surface disposed along a longitudinal axis, an inlet portion and an outlet portion offset from the longitudinal axis;
A port disposed within the casing and in communication with the discharge gap;
An insulator having at least one surface disposed at least partially within the casing and facing a surface of the casing so as to form a communication path between the port and an outlet portion of the casing. The system according to 1.   The system of claim 6, wherein the casing comprises a first portion secured to the second portion by at least one high temperature and high pressure seal.   The system of claim 6, further comprising a fuel injector connected to the port.   The system of claim 1, wherein the first conductive surface comprises at least a portion of a first rod and the second conductive surface comprises at least a portion of a second rod.   The first conductive surface comprises a portion of the surface of the first cylinder, the second conductive surface comprises a portion of the surface of the second cylinder, and the diameter of the second cylinder is greater than the diameter of the first cylinder. Item 10. The system according to Item 9.   The system of claim 10, wherein the first electrode and the second electrode are coaxial.   The system according to claim 9, wherein at least one of the first rod and the second rod includes a plurality of rods.   The ignition device includes a casing having an insulator disposed at least partially within a discharge gap, and at least a portion of the insulator includes a porous material that can be in fluid communication with the discharge gap. The system of claim 1.   The system of claim 3, wherein the at least one first electrical pulse comprises a series of electrical pulses of a first frequency and decomposes at least a portion of the fuel or air / fuel mixture.   The said at least one electrical pulse comprises a first current and a second current, the voltage of the first current is higher than the voltage of the second current, and the first current is smaller than the second current. system.   The system of claim 15, wherein the first current and the second current are adjustable so that at least one of fuel or air / fuel mixture is decomposed without burning.   The system of claim 1, wherein the at least one electrical pulse ignites at least one of a fuel or an air / fuel mixture.   The system of claim 4, wherein the at least one second electrical pulse comprises a higher energy valve than any one of the at least one electrical pulse.   5. The system of claim 4, wherein the at least one electrical pulse comprises at least one first electrical pulse at a first frequency and at least one second electrical pulse at a second frequency lower than the first frequency. .   The system of claim 19, wherein the at least one second electrical pulse is provided by an electrical switch.   The at least one electrical pulse is provided at a first time interval, the at least one second electrical pulse is provided at a second time interval, and the first time interval and the second time interval are offset by an adjustable time interval. 16. The system of claim 15, wherein:   The system of claim 21, wherein the adjustable time interval is provided by a timer.   21. The system of claim 20, wherein the at least one second electrical pulse is provided after an adjustable time interval to another igniter disposed in the combustion region. At least one electrical pulse of the controller is
An electrical pulse that initiates the flow of fuel or air / fuel mixture from the fuel supply to the ignition device;
An electrical pulse that initiates fuel injection into the combustion region;
The system of claim 1, comprising: an electrical pulse that initiates ignition of an igniter for igniting a combustible mixture in a combustion region. An igniter proximate to a combustion zone, having a first conductive surface spaced from a second conductive surface, which forms a discharge gap that leads directly to the combustion zone, and at least partially exposed to the discharge gap. An igniter having an insulator with a surface to be
A fuel supply for providing at least one of fuel or air / fuel mixture to the discharge gap;
A system comprising a controller for providing at least one electrical pulse between the first conductive surface and the second conductive surface.   26. The system of claim 25, wherein the discharge gap comprises a discharge initiation region and at least a portion of the surface provides a discharge initiation region.   26. The system of claim 25, wherein the at least one electrical pulse comprises at least one first electrical pulse that decomposes at least one of a fuel or an air / fuel mixture proximate a discharge gap.   28. The system of claim 27, wherein the at least one electrical pulse comprises at least one second electrical pulse that ignites a combustible mixture.   26. The system of claim 25, wherein the at least one electrical pulse ignites a fuel or an air / fuel mixture.   The first conductive surface has a first length, the second conductive surface has a second length, and the shorter of the first length and the second length is the discharge gap length, 26. The system of claim 25, wherein the shortest distance between the conductive surface and the second conductive surface is a discharge gap width, and a ratio of the discharge gap width to the discharge gap length is greater than 1: 3.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. 30. The system according to 30. The ignition device includes a casing having a surface disposed along a longitudinal axis, an inlet portion and an outlet portion offset along the longitudinal axis;
A port disposed within the casing and in communication with the discharge gap;
26. The system of claim 25, comprising an insulator having at least one surface exposed to a surface of the casing so as to form a communication path between the port and an outlet portion of the casing.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. The system according to 32.   26. The system of claim 25, wherein the insulator comprises a porous material.   26. The system of claim 25, wherein the combustion zone comprises an internal combustion engine cylinder. The controller is
An electrical pulse that initiates the flow of fuel or air / fuel mixture from the fuel supply to the igniter;
An electrical pulse that decomposes at least a portion of at least one of a fuel or an air / fuel mixture that passes through the discharge gap;
An electrical pulse that initiates fuel injection into the combustion region;
26. The system of claim 25, further comprising: an electrical pulse that initiates ignition of an igniter for igniting a combustible mixture in a combustion region. An ignition device proximate to a combustion region, comprising: a housing; a first conductive surface having a first length; and a second conductive surface spaced from the first conductive surface to form a discharge gap. The second conductive surface has a second length, the shorter of the first length and the second length being the discharge gap length, and the shortest distance between the first conductive surface and the second conductive surface Is the discharge gap width, and the ratio of the discharge gap width to the discharge gap length is greater than 1: 3,
A fuel supplier coupled to the igniter in operative relation to provide at least one of fuel or air / fuel mixture to the discharge gap;
A system comprising a controller for providing at least one electrical pulse between the first conductive surface and the second conductive surface.   38. The system of claim 37, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1 to 2.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. 37. The system according to 37.   40. The system of claim 39, wherein the at least one electric pulse to decompose comprises at least one electric pulse that enriches the hydrogen concentration of at least one of the fuel or air / fuel mixture.   39. The system of claim 38, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1 to 1.5.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. 41. The system according to 41.   43. The system of claim 42, wherein the at least one electrical pulse comprises at least one electrical pulse that increases a hydrogen concentration of at least one of a fuel or an air / fuel mixture. The ignition device includes a casing having a surface and an inlet portion and an outlet portion that are offset from an axis;
A port disposed within the casing and in communication with the discharge gap;
38. The system of claim 37, comprising an insulator having at least one surface exposed to a surface of the casing so as to form a communication path between the port and an outlet portion of the casing.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. 45. The system according to 44.   40. The system of claim 38, further comprising an insulator that is a porous material. An ignition device in communication with a combustion region, comprising a housing having a first portion and a second portion along a central longitudinal axis, and a first conductive surface extending along the central longitudinal axis and proximate to the second portion of the housing. An ignition device having an electrode having a second conductive surface proximate to the second portion of the housing and spaced from the first conductive surface to form a discharge gap;
A fuel supply for providing at least one of fuel or air / fuel mixture to the discharge gap;
A system comprising a controller for providing at least one electrical pulse between the first conductive surface and the second conductive surface.   48. The system of claim 47, wherein the at least one electrical pulse ignites at least one of air or an air / fuel mixture.   The at least one electrical pulse comprises at least one first electrical pulse for decomposing at least one of fuel or air / fuel mixture and at least one second electrical pulse for igniting a combustible mixture. 48. The system according to 48.   48. The system of claim 47, wherein the first conductive surface is coaxial with the second conductive surface. The controller is
An electrical pulse that initiates the flow of fuel or air / fuel mixture from the fuel supply to the ignition device;
An electrical pulse that initiates fuel injection into the combustion region;
48. The system of claim 47, further comprising: an electrical pulse that initiates ignition of an igniter for igniting a combustible mixture in a combustion region. A housing comprising a first portion and a second portion;
A first conductive surface proximate a second portion of the housing;
A second conductive surface proximate to the second portion of the housing and spaced from the first conductive surface to form a discharge gap, the discharge gap having a second conductive surface having a discharge initiation region;
A fluid passage extending between the first portion and the second portion and leading to the discharge gap;
An ignition device comprising an insulator having a surface exposed to a discharge gap.   53. The igniter of claim 52, wherein the surface comprises at least a portion of a surface that provides at least a portion of a discharge initiation region.   The first conductive surface has a first length, the second conductive surface has a second length, and the shorter of the first length and the second length is the discharge gap length. 53. The shortest distance between the first conductive surface and the second conductive surface is a discharge gap width, and a ratio of the discharge gap width to the discharge gap length is greater than about 1 to about 3. Ignition device. A casing having a surface and an inlet portion and an outlet portion that are offset along an axis;
A port disposed within the casing and in communication with the discharge gap;
53. The ignition device according to claim 52, further comprising an insulator having a surface exposed to a surface of the casing so as to form a communication path between the port and an outlet portion of the casing.   56. The igniter of claim 55, wherein the casing includes a first portion secured to the second portion by at least one high temperature / high pressure seal.   53. The igniter of claim 52, wherein the first conductive surface comprises at least a portion of a first rod and the second conductive surface comprises at least a portion of a second rod.   The ignition device according to claim 57, wherein at least one of the first rod and the second rod includes a plurality of rods.   56. The ignition device of claim 55, wherein the insulator comprises a porous material.   56. The igniter of claim 55, wherein the insulator comprises a porous material that allows at least one of fuel or air / fuel mixture to flow toward the discharge gap. A housing comprising a first portion and a second portion;
A first conductive surface proximate to the second portion of the housing and having a first length;
A second conductive surface spaced apart from the first conductive surface to form a discharge gap and having a second length, the shorter of the first length and the second length being the discharge gap length; The shortest distance between the conductive surface and the second conductive surface is the discharge gap width, the ratio of the discharge gap width to the discharge gap length being about 1 to about 3;
An ignition device comprising a fluid passage extending between a first portion and a second portion and leading to a discharge gap.   62. The ignition device according to claim 61, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1: 2.   62. The ignition device according to claim 61, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1 to 1.5.   The discharge gap has a discharge start region, and the ignition device further includes an insulator disposed proximate to the discharge gap, the insulator having a surface exposed to the discharge gap and the discharge start region. 62. The igniter of claim 61, which provides at least a portion.   The ignition device according to claim 64, wherein the insulator comprises a porous material.   62. The ignition device according to claim 61, wherein the maximum value of the ratio of the discharge gap width to the discharge gap length is about 3. A casing having a surface and an inlet portion and an outlet portion that are offset along an axis;
A port disposed within the casing and in communication with the discharge gap;
And an insulator having a surface disposed at least partially within the discharge gap and exposed to a surface of the casing so as to form a communication path between the port and an outlet portion of the casing. Item 62. The ignition device according to Item 61. A housing having a first portion and a second portion disposed along a central longitudinal axis;
An electrode having a first surface extending along the central longitudinal axis and proximate to a second portion of the housing;
A second conductive surface proximate to the second portion of the housing and spaced from the first conductive surface to form a discharge gap;
An ignition device comprising a fluid passage extending between the first portion and the second portion, the fluid passage being spaced from a longitudinal axis and leading to the discharge gap.   The ignition device further includes an insulator disposed close to the discharge gap, the discharge gap having a discharge start region, and at least a part of the surface of the insulator forms at least a part of the discharge start region. 69. The ignition device according to claim 68.   The first conductive surface has a first length, the second conductive surface has a second length, and the shorter of the first length and the second length is the discharge gap length. 53. The shortest distance between the first conductive surface and the second conductive surface is a discharge gap width, and a ratio of the discharge gap width to the discharge gap length is greater than about 1 to about 3. Ignition device.   The ignition device according to claim 70, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1: 2.   The ignition device according to claim 70, wherein a ratio of the discharge gap width to the discharge gap length is greater than 1 to 1.5. A method of decomposing fuel for a combustion system, the combustion system comprising: a combustion region; a fuel supplier coupled to the combustion region in an operational relationship; a first conductive surface; and a first conductive surface spaced from the first conductive surface. And an ignition device comprising a second conductive surface formed to form a discharge gap,
Disposing the ignition device such that the discharge gap communicates directly with the combustion region;
Decomposing the fuel or air / fuel mixture by the discharge gap.   74. The method of claim 73, wherein the cracking step comprises hydrogenating at least a portion of the fuel or air / fuel mixture.   74. The method of claim 73, wherein the decomposing step comprises decomposing at least a portion of the fuel or air / fuel mixture in the discharge gap.   74. The method of claim 73, wherein the disassembling step comprises providing a series of electrical pulses that decompose fuel at a first frequency. Starting to flow fuel from the fuel supply to the ignition device with at least one electrical pulse;
Injecting at least one of fuel or air / fuel mixture into the combustion zone;
74. The method of claim 73, further comprising igniting an igniter for igniting at least one of the fuel or air / fuel mixture. A method for igniting a combustible mixture in a combustion system, the combustion system comprising: a combustion region; a fuel supplier coupled to the combustion region in an operational relationship; a first conductive surface; and the first conductive surface. And a second conductive surface spaced from the
Passing an electrical pulse of a first voltage with a first current between a first conductive surface and a second conductive surface, the first conductive surface has a first length, and the second conductive surface is The shorter one of the first length and the second length is the discharge gap length, and the shortest distance between the first conductive surface and the second conductive surface is the discharge length. The ratio of the discharge gap width to the discharge gap length is greater than 1 to 3,
Passing an electric pulse of a voltage equal to or less than the first voltage at a current equal to or less than the first current between the discharge gaps.

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